Automatic brake-valve.



e. P. THURBERf I AUTOMATIC BRAKE VALVE. APPLICATION FILED JUNE 22, 1911.

1 142 383, PatentedJune 8,1915.

Ava-1' Q: x Q

WITNESSES GUY P. 'rnunnnn, OF rrr'rsieviie's, MENTS, To AUTOMATIC ream or PENNSYLVANIA, .A oonr'onn'rlo'iv u'rs'vnvania, A'SSIGNUR, e'Y Muslin AssIeN- son a srsivan COMPANY, or PITTSBURGH, SDELAWARE.

AUTOMk-TIG BRAKE-VALVE.

To all whom it may concern: Be it known that I, GUY P. THUR'BER, of Pittsburgh, Pennsylvania, have invented a certain new'and useful Automatic Brake- Valve, of which the following is a specificaand under certain other conditions to cause an emergency application of the brakes. Briefly stated my invention compr ses: a mam passage and a normally open valve controlling same, an exhaust passag leading from one side of the main passage, a normally closed exhaust valve controlling said passage, operating means for said valve arranged'to close the main valve and open the exhaust valve, a supplemental exhaust pas sage extending from the exhaust side of the main passage, a normally closed valve in the supplemental exhaust passage, and means for opening the supplemental exhaust valve. T he means for operating'the valves may vary. Preferably, however, the

\ valves are controlled by a fluid-actuated device.

Various other featuresand objects of the invention will appear as the specification proceeds.

In the accompanying drawings I have illustrated a preferred embodiment of the invention, but I would; have it understood that various changes and modifications may be made therein without departing from the spirit and scope of the invention.

In the drawings: Figure l is a longitudinal sectional view of an automatic brake ,va lvc embodying my invention, the parts being shown in the normal running position. Fig. 2 1s a similar view with the parts shown in the position when an emers ee ficaaoa'or Lertersratent.

invention relates particularly to ?atented June 8, 1915,

Appficati-en fi edJune- 22, 191-1. Serial No. 584,742.

egency application of the brakes is being ade Like reference characters refer to like .parts throughout the several views.

For convenience in manufacture and assemblage, the device is preferably made in three separate parts, 1-, 2 and 3, 3 being the valve casingprovided, as clearly shown, with a main passage therethrough. Forthe purpose of controlling flow through said passage, the same is provided witha partition 4 having a valve seat. 4' therein, and a valve 5 is arranged for engagement with said valve-seat. The opposite ends 6 and 7 of the main passage are'connected respectively to the engineers valve and to the trai-n line of the air brake system. The

valve 5 which controls the main passage is preferably carried by a stem 10 which is arranged to reciprocate in a bore in. the neck portion 8 of these'ction 2. Communicating with the one side or. end (7) of the main passage,-there is an exhaust passage 16', which, when the parts are in the position shown in Fig. 2, forms in connection with the-port 16 a 'di'recflmeans of escape from the'oneend of the main passage. Controlling this exhaust passage there is an exhaust valve 12 arranged to seat against the valve seat 11. The two valves 5 and 12 are so arranged that when one is closed the othershall be open, and for this purpose the exhaust valve 12 is preferahly'also carried upon the valve stem 10, substantially as shown. I

. Diiferent means may be employed for controlling the operation of the valves, but preferably this means is in the form of a pressure-actuated device, such as thefpiston 14, which, as shown, is engaged upon the end of -the valve stem 10 and works within the cylinder 9. This pressurc-actuated'device may be arranged to operate in either one of two ways. One method is to have pressure normally presentupon the pressure-actuated device to hold the mam valve normally open, so that when pressure is released the. main valve will be closed,-and the other way is to have-the pressure-actuated device normally free of pressure and to en ply the pressure only when themam \al ve is to be closed. This latter is the form here illustrated, for it will be evident that when pressure is supplied to the head of the piston through the opening 13 in the top of the cylinder, the piston will be forced down, thereby carrying the ymain valve 5 into engagement with its seat, and opening up the exhaust valve 12. With this form of the invention it is necessary to provide-some means for returning the valves to the opposite position, with the ex-- haust valve closed and the main valve open. This'means is, as shown, preferably in the form of a spring 15. I I

To explain the operation of the device as thus far described: the parts are normally in the position shown in Fig. 1, with the main valve open and the exhaust valve closed. The end 6 of the main passage'is connected to the engineers valve, and the end 7 of said passage is' connected 'to the train line so that in this normalposition of the parts the main passage provides a direct means of communicationbetween the tram line and the engineers valve. The engineer may thus, .by reducing the pressure in the train line through the agency of'the engineers valve, apply the brakes in the usual way. As it is will understood in the art,

how, in an ordinary air brake system the reduction of pressure in the train line causes an application of the brakes, it is not necessary to explain here the precise means by which this is accomplished. It will be seen, therefore, that under ordinary conditions the engineer has perfect control of his train and can, by means of the engineers valve, control the setting and the release of the brakes without any interference from the automatic brake valve. When, however, the train approaches a dang'erzone and passes into 'a socalled caution zone preceding the danger zone, the automatic brake valve is actuated to cause an applicationof the brakes independent of any action on the part of the engineer. Means are, therefore, provided in the system with which the train is equipped for-opening up actuating fluid to the piston of the automatic brake valve when the train enters a caution zone.

no part of the present invention, but it may be remarked that such means'is preferablyin the form of a magnet valve like that disclosed in my pending application Serial No.- 632,052. It being understoodthat pressure is admitted to the top of the piston, it will-be seen-that the piston will be forced down to the positionshown inFig. 2, in which case The means for thus v admitting the pressure to the piston forms of the brakes, this being what is known as a service application. Then the train enters a danger zone, however, it is desirable that I the apphcation of the brakes be made more sudden. gency application should be made. cordingly I have provided-for an additional. and more sudden exhaust of the train line In other words, that an emerpressure when the train enters a danger zone. This additional exhaust is preferably provided by Way of what I have. termed. a

supplemental exhaust passage which in eludes the passage 19 leading from the same.

chamber-17, and arranged to engage a valve guided in its movements by having the inner ,end 26 of said valve stem engaged'i'n bore a in bushing 27 ,said bushing having ports Z) therein form ng a continuation of the supplemental exhaust"passage. ThlS supple- .mental exhaust valve is also preferably controlled by a fluid-actuated device, and the same is here shown as a diaphragm 20 secured Within the chamber 17. In the form illustrated the partsare so arranged that when pressure is present upon the diaphragm, the same will be deflected to open the supplemental exhaust valve, substantially as shown in Fig. 2. The pressure" is supplied to the diaphragm through the opening 21 in the head 20 of the chamber .17. Means are provided for ordinarily holding the supplemental exhaust valve closed,

the same consisting in the present instance of a spiral spring 22.

It has been explained above how a service application of the brakes is accomplished by the closing of the main valve and the opening of the exhaust valve. When it is desired tomake an emergency application of the brakes, as when the train enters a danger zone, the supplemental exhaust valve also is opened, substantially as shown in Fig.2, by admitting pressure to the top of the diaphragm 20, whereby the supplemental exhaust passage provides an addiwill be actuated at a certain pressure. and

this I have provided for by arranging a bypass 1" extending from a port 1 opening into the cylinder above the piste to a port LJAMEE 1 which in the normal position of the piston opens into the cylinder beneath the piston. Thus when the pressure is turned on to the top of the piston a certain percentage escapes around through the bypass and out the reliefports 1. The pressure necessary to shift the piston over may be governed by means of a needle valve 1 interposed in the bypass which may be secured and locked in.

position by means of the lock nut 1 To suppose an exa1nple,'this controlling valve may be so regulated that of say 125 pounds pressure entering the cylinder, 100 pounds may be permitted to escape through the bypass, whereby. only 25 pounds will be actually effective to move the"piston to close the main valve and open up the exhaust valve. It will be evident that this controlling valve thus regulates not only-the pressure at which the piston will be actuated but also the speed of movement of the piston since the greater the effective pressure naturally the greater will be the speed of movement. The port 1 is preferably dis'' posed so that the same will be closed by the piston when the piston has been forced all the way down so as to cut off further Waste of air through the bypass, substantially as shown in Fig.2.

Having thus described the invention, what is claimed is:

1. An automatic brake valve comprising a valve casing having a main passage therein, a valve controlling said passage, an exhaust passage leading from one endof the main passage, an exhaust valve controlling the exhaust passage, fluid-pressure-operated means controlling operation of said main and exhaust valves, a supplemental exhaust passage communicating with the same end of the main passage as the first exhaust passage, a supplemental exhaust valve in said supplemental exhaust passage, and a pressure-actuated device controlling operation of said supplemental exhaust valve.

, 2. An automatic brake valve comprising a valve casing having a main passage therein, an exhaust passage communicating with one end of the main passage, a valve stem, a valve on said stem controlling the main passage, an exhaust valve. arranged on said stem to close the exhaust passage when the main passage is open, fluid-pressure-actuatcd means connected with the valve stem for operating the same, a supplemental exhaust valve in communication with the exhaust side of the main passage, and a fluid pressure-operated device controlling operation of said supplemental exhaust valve.

3. In combination, a valve casing having a main passage therein, a valve controlling said passage, an exhaust passage communicating with one end of the main passage, an

exhaust valve controlling the exhaust passage and arranged to be closed when the main valve is open, means for operating said valves, a supplemental exhaust passage communicating with the exhaust side of the main passage, a supplemental exhaust valve controllin said supplemental exhaust passage, and means for operating said. supplemental exhaust valve.

&. In combination, a valve casing having a main passage therein, a valve controlling said passage, an exhaust passage communieating with one end of the main passage, an exhaust valve controlling the exhaust passage, means for operating said valves whereby when the one valve has been opened the other will be closed, a supplemental exhaust passage extending from the same end ofthe main passage as the first exhaust passage, a supplemental exhaust valve controlling said supplemental exhaustpassage, and a fluid-actuated device controlling operation of said supplemental exhaust valve.

5.. In combination, a valve casing having a main passage therein, a valve controlling said passage, an exhaust passage extending from one side of the main passage, an exhaust] valve controlling said exhaust passage, said valves arranged so that when one is open the other will be closed, a fiuid-pressure-actuated device connected with the valves for operating the same, a supplemental exhaust passage extending from the exhaust side of the main passage, a supplemental exhaust valve in said supplemental exhaust passage, and means for operating said supplemental exhaust valve.

6. In combination, a valve'casing having a main passage therein, a valve controlling said main passage, an exhaust-passage extending from one side of the main passage, an exhaust valve controlling the exhaust passage, a valve stem on which the main and exhaust valves are arranged so that when theone is open, the other will be closed, a piston on the end of the valve stem, a cylinder in'closing said piston, means for conducting fiuid under pressure to said piston, a supplemental exhaust passage connectedto the exhaust side of the main passage, a supplemental exhaust valve controlling the supplemental exhaust passage, a fluid-pressure-actuated device connected with the supplemental exhaust valve-for operating the same, and means for conducting fluid under pressure to said last-mentioned fluid-actuated device.

for conducting fluid imder pressure to the fluid-actuated device, a supplemental exhaust passage extending from the same side of the main passage as the first exhaust pass sage, a supplemental exhaust valve controlling said supplemental exhaust passage, means for normally holding the vsupplemental exhaust valve closed, a fluid-actuated device controlling operation of the supple- 'mental exhaust valve, and -means 'for conducting fluid under pressure to said last- 7 mentioned fluid-actuated device.

8. In combination, a'valve casing having a main-passage therein, a valve stem, a valve carried thereby and arranged to control flow througli the main passage, an exhaust passage extending from one side of the main passage, an exhaust valve on the valve stemarranged to control the exhaust passage, means acting on the valve stem to normally hold the exhaust valve closed and the main --valve open, a fiuid-pressure-actuated device connected with the valve stem, means forconducting fluid under pressure to said de vice a supplemental exhaust assage extending from the exhaust side of the main passage, a supplementalexhaust valve con-- trolling the supplemental exhaust passage, means for normally holding the supplemental exhaust valve closed, a diaphragm connected withfthe supplemental exhaust valve for. controlling operation of the same, and means forconductmg fluid under pressure to the said diaphragm.

9. In an automatic brake valve, a valve' casing. having a main passage .therein,: a normally open valve controlling-saidtpassage, an exhaust passage extendingfrom one side of the'main passage, a normally closed exhaust valve controlling said exhaust passage, a fluid-actuated device controlling operation of said valves, means for conducting fluid under pressure to said:

fluid-actuated device,' a supplemental exhaust passage extending from the exhaustside of the main passage, a normally closed valve controlling said supplemental exhaust passage, a fluid-actuated device controlling the supplemental exhaust valve, and means for conducting fluid under pressure to said last mentioned fluid-actuated device. 4 '10, In an automatic brake valve, a valve casing having a main passage therein, a

normally. open valvecontrolling said "passage, an exhaust passage leading from one sideof the main passage, a normally closed exhaust valve controlling said exhaust passage, means normally holding the exhaust valve closed and the main valve open,'a fluid-pressureactuated device connected with said valves, means for conducting fluid under pressure to said device whereby to close the "main valve and open the exhaust valve, a supplemental exhaust-passage extending from the. exhaust side of the main side of the main passage, a normally closed exhaust valve controlling said exhaust passage, a fluid-actuated device controlling operation of said valves, means for conactuated device, and means for governing the speed of movement of the fluid-actuated device. 1

'12. In combination, a valve casing having a main passage therein, a'valve control ducting fluid under pressure to said fluidling said main passage, an exhaust passage extending from one side of the main passage, an exhaust valve controlling said exhaust passage, avalve stem pn which said valves are mounted, a piston onlthe end of the valve stem, a cylinder wlthin which said piston works, means for conducting fluid under pressure to said piston, and means for governing the rate of movement of said piston. p

13. In combination, a valve casing having a main passage therein, a valve controlling said main passage, an exhaust-passage extending from one side of the main passage,

an exhaust valve controlling said exhaust passage, a valve stem on which said valves are. mounted, a piston on the end of the valve stem, a cylinder Within which said p ston works, means for conducting fluid under pressure to said piston, pressure relieving ports in the cylinder aforesaid, and

means for governing the escape from said pressure relieving ports. a

14. In combination with a valve casing having a main passage therein, a cylinder connected with the valve casing, a piston working in sand cyllnder, a valve connected with the' piston and arranged to control the main passage, ,a member connected with the "alve casing having an exhaust passage therein in communication with one side of the main passage in .the valve casing, a

valve disposed in theexhaust passage in the member aforesaid to control said exhaust passage, and a diaphragm within the said member arranged to control the exhaust valve. 1

15. In combination, a valve casing having a main .passage therein, a normally open valve controlling'said passage, an exhaust passage communicating with one end of the main passage, a normally closed valve controlling said exhaust'passage, a fluid-216ml vice controlling operation of said supplemental exhaust valve.

16. In an air brake valve adapted to be operably connected in a train plpe supply and to a service application and emergency I application pipe, the combination of a valved casing directly connected in said train pipe supply,'a piston connected with the valve thereof and operated by pressure from the-service application pipe to close the train'pipe valve, an emergency valve casing having two separated chambers, one in communication with the emergency application pipe and the other with the train pipe supply through the valve casing, and a valve operated upon by the fluid pressure from the emergency pipe to open the valve and permit the escape of pressure fluid from the train pipe'supply to the open'air to set the brakes.

17 The herein described air brake valve, comprising three sections coupled together, the lower section being connected in a train pipe supply, a stem mounted to reciprocate in all of the sections, a piston connected to the upper end thereof and in the upper section, said upper section being connected with a service application pipe, a valve carried at the lower end of the stem to control the pressure fluid through the lower comprising a main body having a piston section and train pipes, the central section being provided with an escape port and a central bore through which; the stem passes, a valve at the juncture of the lower and central sections, an emergency cylinder provided with an escape port and also in communication with the central section and the lower section, and a valve mounted in said cylinder-adapted to be operated by pressure from the emergency application pipe to open the valve and the communication between the lower section and the emergency cylinder.

18. The herein described air brake valve,

chamber at its upper end connected with a service supply pipe, a valve controlled chamber at its lower end forming a connection between the train pipe sections, and with a supply pipe, and a valve for controlling the communication between the inner chamber of the emergency cylinder and the main body opened by pressure from the emergency application supply pipe upon the flexible partition.

19. The herein described air brake valve, comprising a main body having a valve controlled from the service supply pipe, a valve controlled-escape outlet, and a piston chamher for operating the valves, an emergency cylinder, a diaphragm dividing said cylinder into two chambers, one of the chambers being in communication with the main body of the valve a'nd'the other being in communication with an emergency fluid supply pipe, and a valve for normally closing the communieation between the cylinder and the body of the valve in operable r'elation to the diaphragm, whereby the diaphragm by the action of pressure of the emergency pressurev -fluid thereon operates the valve to open communication with the body of the valve.

20. An air brake valve, comprising a main body having a valve casing, a piston cylinder and a coupling provided with a central bore and escape outlet, said piston cylinder having an inlet connected to. the service application pipe, a valve for closing the opening in the valve casing, a stem connected with said valve and operating through the central bore vof the coupling, a valve intermediate of the ends of the stem for controlling communication with the escape outlet and the valve casing, a piston arranged to operate in the cylinder and attached to the stem, a spring surrounding the stem andexerting an upward pressure upon the piston to normally hold the'main valve open and the intermediate valve seated, and an emergency valve chamber having an escape outlet in communication with the main valve casing and operated by fluid. from the emergency pipe to open communication with its outlet-"and the valve casing.

21. In an air-brake valve adapted to be operably connected in a train pipe supply, the combination of a casing directly connected in'said supply, a valve controlling the supply through the casing, a cylinder, a piston mounted in said cylinderand adapted to be actuated by pressure from the service application pipe to close the valve, and means for relieving the pressure upon the piston -to regulate the movement of the piston in closing the valve.

22. In an air-brake valve, adapted to be operably connected in a train pipe supply,

the combination of a casing directly connected in said supply, a valve controlling the supply through the casing, a cylinder, a piston mounted in said cylinder and adapted to be actuated by pressure from the service application pipe to close the valve, and adjustuble means for relieving the pressure upon the piston to regulate the movement of the piston in closing the valve.

23. In an air-brake valve, adapted to be operatively connected in a train plpe supply,

the combination of a casing d1rectly con nected in said supply, a valvecontrolling the supply therethrough', a' cylinder having a bypass in its wall and an outlet to the outside air, and 'a valve mounted in said by-pass having ports above and below the piston when m normal position and closed by theconnected to the service application pipe for controlling the train line valve and one ofthe exhaust valves, and means connected to the emergency application pipe for controlling the other of said exhaust Valves. 7

25. -In combination, a valve casing having a main passage therein, a valve controlling said passage, an exhaust passage communicating with one end of the main passage,- an exhaust valve controlling the exhaust passage, means for operatingsaid valve whereby when the one valve has been opened the other will be closed, a supplemental exhaust passage extending-from the same end of the main passage as the first exhaust passage, a supplemental exhaust valve controlling said supplemental exhaust passage, and 1 means controlling operation of said supplemental exhaust valve.

. GUY P. THURBER. Witnesses:

D. M. SMITH, M. E. RATHVON. 

